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| 20120714-102427 |
| Mulhouse: Cite du Train: PLM 0-6-0 no. 1423, stored outside the museum |
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| 20120714-102450 |
| Mulhouse: Cite du Train: PLM 0-6-0 no. 1423, stored outside the museum |
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| 20120714-102458 |
| Mulhouse: Cite du Train: PLM 0-6-0 no. 1423, stored outside the museum |
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| 20120714-103229 |
| Cite du Train: Paris - Orleans 2-4-2 no. 340 (underexposed) |
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| 20120714-103304 |
| Cite du Train: Paris - Orleans 2-4-2 no. 340 (underexposed) |
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| 20120714-103444 |
| Cite du Train: Paris - Orleans 2-4-2 no. 340 (underexposed) |
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| 20120714-103544 |
| Cite du Train: Paris - Orleans 2-4-2 no. 340 (underexposed) |
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| 20120714-103740 |
| Cite du Train: Michelin diesel rail car, number ZZABsCEty54005 - I love these French numbers! |
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| 20120714-103851 |
| Cite du Train: Michelin diesel rail car, number ZZABsCEty54005: this railcar is interesting for its rubber tyred wheels, to reduuce noise and soften the ride |
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| 20120714-103931 |
| Cite du Train: Michelin diesel rail car, number ZZABsCEty54005 |
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| 20120714-104223 |
| Cite du Train: Michelin diesel rail car, number ZZABsCEty54005: compartment |
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| 20120714-104244 |
| Cite du Train: Michelin diesel rail car, number ZZABsCEty54005: lavatory |
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| 20120714-104251 |
| Cite du Train: Michelin diesel rail car, number ZZABsCEty54005: passengers |
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| 20120714-104317 |
| Cite du Train: Paris - Orleans 2-4-2 no. 340 (flash - bad exposure) |
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| 20120714-104332 |
| Cite du Train: Paris - Orleans 2-4-2 no. 340 (available light - daylight balance) |
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| 20120714-104346 |
| Cite du Train: Paris - Orleans 2-4-2 no. 340 (available light - tungsten balance) |
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| 20120714-104423 |
| Cite du Train: Michelin diesel rail car, number ZZABsCEty54005: compartment |
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| 20120714-104440 |
| Cite du Train: Michelin diesel rail car, number ZZABsCEty54005: lavatory - note the interesting way the seat folds |
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| 20120714-104509 |
| Cite du Train: Michelin diesel rail car, number ZZABsCEty54005: Barb |
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| 20120714-104544 |
| Cite du Train: Michelin diesel rail car, number ZZABsCEty54005: luggage rack and emergency pull cord |
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| 20120714-104621 |
| Cite du Train: Michelin diesel rail car, number ZZABsCEty54005: emergency pull cord |
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| 20120714-104806 |
| Cite du Train: self propelled parcels van (need more info!) |
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| 20120714-104813 |
| Cite du Train: Nord 140A259 (1928), setup to look like a sabotage incident during WWII |
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| 20120714-104832 |
| Cite du Train: another wierd self-propelled vehicle (need more info!) |
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| 20120714-104858 |
| Cite du Train: carriage and signal box. Note the windows in the carriage, presumably to allow passengers a view of the road behind. |
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| 20120714-105237 |
| Cite du Train: a 1914 shunting loco in war-time camoflage (needs more info!) |
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| 20120714-105443 |
| Cite du Train: Nord 140A259 (1928), setup to look like a sabotage incident during WWII |
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| 20120714-105458 |
| Cite du Train: Nord 140A259 (1928), setup to look like a sabotage incident during WWII |
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| 20120714-105528 |
| Cite du Train: Est: builder's plate (ateliers = workshop) (need more info!) |
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| 20120714-105539 |
| Cite du Train: Est: builder's plate (ateliers = workshop) (need more info!) |
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| 20120714-105939 |
| Cite du Train: Alco ZR1 Aurillac snowplough (1908): interior |
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| 20120714-110009 |
| Cite du Train: Alco ZR1 Aurillac snowplough (1908): bevel drive to snow wheel |
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| 20120714-110032 |
| Cite du Train: PO 5452 (later coded 141TA452), a Mikado tank |
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| 20120714-110344 |
| Cite du Train: Nord 140A259 (1928), setup to look like a sabotage incident during WWII |
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| 20120714-112252 |
| Cite du Train: 232 U 1, express steam locomotive designed by Marc de Caso. Four 3-cylinder locomotives 232 R and four 4-cylinder compound locomotives 232 S were planned; in 1940, three 232 R and four 232 S were delivered, the fourth 232 R became the 232 U after the second world war, delivered with various improvements. The 232 R, S and U were used for express trains from Paris to Lille and Belgium in the post-war era until 1961, when these lines were electrified. Service weight including tender: 214 t, length including tender: 25.62 m, wheel diameter: 2 m, maximum speed: 160 km/h. |
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| 20120714-112323 |
| Cite du Train: MT5 "Sezanne" inspected by Emperor Napoleon III |
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| 20120714-112504 |
| Cite du Train: Est 241A1: conjugating gear on piston spindle |
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| 20120714-112827 |
| Cite du Train: Nord "Baltic" 3.1102 4-6-4, sectioned to show the inner workings of the boiler |
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| 20120714-112900 |
| Cite du Train: Buddicom No.33 "St-Pierre" the oldest locomotive in the museum (1844) |
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| 20120714-112936 |
| Cite du Train: Nord 2.670 4-4-2 Atlantic developing 1400 cylinder HP (1899) and PLM 142 Bourbonnais (1854) |
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| 20120714-112957 |
| Cite du Train: Nord 2.670 4-4-2 Atlantic developing 1400 cylinder HP (1899) |
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| 20120714-113113 |
| Cite du Train: diesel loco and short train outside (bad colour balance) |
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| 20120714-113136 |
| Cite du Train: diesel loco and short train outside (bad colour balance) |
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| 20120714-113143 |
| Cite du Train: AM6 "L'Aigle" 2-2-2 Stephenson & Co / Newcastle on Tyne (1846), Withdrawn from service from 1865. Compagnie d'Avignon a Marseille. Several generations of locomotives succeeded the Saint-Pierre, one of which was the "Aigle" (eagle) built 2 years later by Robert Stephenson for the Avignon-Marseille line. In 1846, the Compagnie d'Avignon a Marseille ordered 9 of these locomotives from the English engineer to haul passenger trains. They were built in Newcastle-upon-Tyne in the United Kingdom. When it was founded in 1849, the Compagnie des Chemins de Fer de Paris a Lyon et a la Mediterranee (PLM) took over ownership of locomotive no. 6, nicknamed the "Aigle". It pulled passengers trains for a relatively short period, and was withdrawn after 19 years of service and used as a mobile boiler for cleaning the company's locomotives. In 1914, PLM restored it and presented it at an international exhibition in Lyon. In 1950, then owned by the SNCF, it was taken to the Sotteville workshop near Rouen where it underwent another general restoration before being exhibited in Mulhouse. |
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| 20120714-113229 |
| Cite du Train: SNCF 232U1, express steam locomotive designed by Marc de Caso. Four 3-cylinder locomotives 232 R and four 4-cylinder compound locomotives 232 S were planned; in 1940, three 232 R and four 232 S were delivered, the fourth 232 R became the 232 U after the second world war, delivered with various improvements. The 232 R, S and U were used for express trains from Paris to Lille and Belgium in the post-war era until 1961, when these lines were electrified. Service weight including tender: 214 t, length including tender: 25.62 m, wheel diameter: 2 m, maximum speed: 160 km/h. |
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| 20120714-113339 |
| Cite du Train: Est 4-2-0 no.80 "Le Continent". This loco is (reputed to be) still in working order, and the low boiler and high driving wheel meant that the loco could achieve high speeds safely (for the time). Built in the 1840's, these locos were used on boat trains, and prompted the french expression "prendre le Crampton" (take the Crampton), meaning to catch a train. One of these class held the world speed record of 144km/h for its time. |
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| 20120714-113340 |
| Cite du Train: Buddicom No.33 "St-Pierre" the oldest locomotive in the museum (1844) |
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| 20120714-113420 |
| Cite du Train: Buddicom No.33 "St-Pierre" the oldest locomotive in the museum (1844) |
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| 20120714-113556 |
| Cite du Train: AM6 "L'Aigle" 2-2-2 Stephenson (1846): driving gear |
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| 20120714-113627 |
| Cite du Train: AM6 "L'Aigle" 2-2-2 Stephenson (1846): firebox |
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| 20120714-113709 |
| Cite du Train: AM6 "L'Aigle" 2-2-2 Stephenson (1846): cab (well - where the cab would be otherwise!) |
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| 20120714-113919 |
| Cite du Train: Est 4-2-0 no.80 "Le Continent": close up of the outside Stephenson valve gear |
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| 20120714-114026 |
| Cite du Train: SNCF 232U1: leading driving wheels and motion |
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| 20120714-114343 |
| Cite du Train: radial bogie truck: side view, showing how the weight is dristributed over the leading idler and driving wheels in a 2-X-Y Whyte wheel arrangement. |
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| 20120714-114429 |
| Cite du Train: Nord "Baltic" 3.1102 4-6-4, sectioned to show the inner workings of the boiler |
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| 20120714-114436 |
| Cite du Train: Midi No.312 0-6-4T "L'Adour" (1856), Withdrawn from service from 1937. Rail companies needed to acquire powerful, high-traction locomotives for certain steep mountain lines. This was the case of the Compagnie du Midi that ran the lines in the Massif Central. Austrian engineer Wilhelm von Engerth developed a specific system for improving traction and climbing steep inclines. In 1856, the Compagnie du Midi placed an order for 44 locomotives of this type. They have a unique design: the standing platform for the driver and the stoker is supported by a two-axle bissel truck (small bogie) ensuring its continuous connection to the locomotive. These robust "Engerths" were in service for more than 80 years on the Massif Central lines. In 1973, this model, which had been preserved by the SNCF, was sent to the Thouars depot. Restoration to its original state required 5 years. This high-quality restoration work enabled the Enghert to be included in the Cite du Train collection. |
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| 20120714-114528 |
| Cite du Train: Nord "Baltic" 3.1102 4-6-4, sectioned to show the inner workings of the boiler |
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| 20120714-114542 |
| Cite du Train: Nord "Baltic" 3.1102 4-6-4, sectioned to show the inner workings of the cylinders |
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| 20120714-114639 |
| Cite du Train: Chapelon Pacific 231E22 (Nord 3.1192), built 1936. Designed by Andre Chapelon, who managed to increase the power and efficiency greatly over earlier designs. It was used for express trains from Paris-Nord to Calais, Lille and Belgium. Length (with tender) 23.64 m, weight 102 t, wheel diameter 1.92 m. From 1958 on, these great locomotives went out of service after mainline electrifications. |
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| 20120714-114740 |
| Cite du Train: Alfred De Glehn's first compound - Nord Railway 4-2-2-0 No.701 built in 1895. The locomotive is a four cylinder compound with the high pressure cylinders on the inside and the low pressure cylinders outside the frames. This arrangement is the opposite of what is normally meant when people refer to a 'de Glehn' compound. The high pressure cylinders drive the leading driving wheels whilst the low pressure cylinders drive the trailing driving wheel. However unlike most other locomotives built the two sets of driven wheels were not linked with coupling rods and hence the wheel arrangement quoted. October 9 2003 |
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| 20120714-114934 |
| Cite du Train: Nord 4-2-2-0 No.701 built in 1895: builder's plate |
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| 20120714-115308 |
| Cite du Train: Est 4-2-0 no.80 "Le Continent": mid-section of loco |
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| 20120714-115336 |
| Cite du Train: Est 4-2-0 no.80 "Le Continent": close-up of valve gear |
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| 20120714-115344 |
| Cite du Train: Est 4-2-0 no.80 "Le Continent": close-up of valve gear |
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| 20120714-115450 |
| Cite du Train: PLM 4-4-0 C145 "Coupe-Vent" (cut-wind, or streamlined), built 1900. One of the series C61 to C180, later SNCF 220A. A semi-streamlined locomotive, improvement over the C11, C12 and C21 to C60 with more power. Designed by Charles Baudry. 4-cylinder compound engine for express trains, including famous luxury trains Paris - Marseille - Nice. They were capable of pulling a 200 t train at 100 km/h. After the first world war they were replaced by more powerful engines, and the last went out of service in 1938. Weight 57.4 t, length 19.33 m (incl. tender), wheel diameter 2 m. |
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| 20120714-115511 |
| Cite du Train: Midi No.312 0-6-4T "L'Adour" (1856): smokebox view |
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| 20120714-115531 |
| Cite du Train: Midi No.312 0-6-4T "L'Adour" (1856): valve gear |
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| 20120714-115548 |
| Cite du Train: Midi No.312 0-6-4T "L'Adour" (1856): cab view |
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| 20120714-115655 |
| Cite du Train: PO E1 Thomson-Houston (1900), Maximum speed : 70 kph - Withdrawn from service from 1970. In 1898, with the Paris Exposition Universelle in view in 1900, the Paris Orleans company decided to extend their line into the very heart of Paris to the new Orsay station, as they considered Austerlitz station to be situated slightly outside the city centre. This extension was entirely underground, meaning that steam-driven trains were forbidden on this section. As a result, the PO engineers decided to use electric trains on that stretch. They looked to the United States, where the issue had already been overcome, notably in New York in 1895. The electrified Paris-Austerlitz / Paris-Orsay line was inaugurated on 28 May 1900 and was powered with 600 VDC, using the same third rail technology used in the metro. Eight locomotives were delivered between 1900 and 1904. They were nicknamed boites a sel (salt cellars) as their shape resembled salt cellars used in bygone generations: a central raised drive cabin with two down-sloping engine bays to either side. This unit, presented at the Paris Exposition Universelle in 1900, was the first of its series. |
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| 20120714-115847 |
| Cite du Train: Alfred De Glehn's first compound - Nord Railway 4-2-2-0 No.701 built in 1895. Note the missing connecting rod, and the upside down Walschaert's valve gear driving slide valves at the bottom of the cylinder. These are the low pressure cylinders. |
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| 20120714-115901 |
| Cite du Train: Nord Railway 4-2-2-0 No.701 built in 1895. Note the missing connecting rod, and the upside down Walschaert's valve gear driving slide valves at the bottom of the cylinder. These are the low pressure cylinders. |
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| 20120714-115913 |
| Cite du Train: Nord Railway 4-2-2-0 No.701, trailing cab view |
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| 20120714-115951 |
| Cite du Train: Etat 2-4-0 no. 2029 "Parthenay". Note the outside Allen's Straight Link valve gear. |
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| 20120714-120041 |
| Cite du Train: Etat 2-4-0 no. 2029 "Parthenay". A closer view of the outside Allen's Straight Link valve gear. |
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| 20120714-120104 |
| Cite du Train: Etat 2-4-0 no. 2029 "Parthenay". A closer view of the outside Allen's Straight Link valve gear. |
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| 20120714-120146 |
| Cite du Train: photograph of mainline city station. Exact location unknown, presumably Paris. |
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| 20120714-120352 |
| Cite du Train: PLM 4-4-0 C145 "Coupe-Vent" (1900): side view |
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| 20120714-120407 |
| Cite du Train: PLM 4-4-0 C145 "Coupe-Vent" (1900): rear three-quarter view |
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| 20120714-120537 |
| Cite du Train: PO 4546 4-6-0: builder's plate (Alco, Schenectady) |
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| 20120714-120551 |
| Cite du Train: Etat Electric railcar (3rd rail) no. TE 1080 (1916) |
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| 20120714-120728 |
| Cite du Train: Midi 1314 4-6-0, built 1902 by SACM Belfort. For the line Beziers - Neussargues, Compagnie du Midi decided to buy locomotives inspired by the IV e (Baden), which was developed for the black forest railway by Alfred de Glehn. The 1314 is part of the series 1301 to 1370, four-cylinder compound steam engines with 2'C (230) wheel arrangement and Belpaire firebox. The type was highly popular and reproduced for the French networks PO, Etat, Nord, for Spain and Portugal and even for China. In 1934 it was renumbered to 230-614, then it became SNCF 230 B 614. The last locomotives of this type remained in service until 1958. Length 16.10 m, weight 61.4 t, wheel diameter 1.75 m. |
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| 20120714-120854 |
| Cite du Train: Midi 1314 4-6-0 (1902): front three-quarter view |
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| 20120714-120913 |
| Cite du Train: Midi 1314 4-6-0 (1902): splasher with builder's plate |
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| 20120714-121030 |
| Cite du Train: Midi 1314 4-6-0 (1902): cylinder chest view (high pressure) |
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| 20120714-121128 |
| Cite du Train: Midi 1314 4-6-0 (1902): inside cylinders (low pressure) |
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| 20120714-121142-1 |
| Cite du Train: Midi 1314 4-6-0 (1902): inside cylinders (low pressure) |
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| 20120714-121750 |
| Cite du Train: Etat 140-344 2-8-0 (1917): with Barb and John |
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| 20120714-121826 |
| Cite du Train: Etat 140-344 2-8-0 and Est double decker carriage |
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| 20120714-121914 |
| Cite du Train: Etat 140-344 2-8-0 (1917): with Barb and John |
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| 20120714-122205 |
| Cite du Train: Est double-decker carriage (1900), Withdrawn from service from 1946. Around 1900, rail companies built "imperial"-style carriages for the Paris area to cater for rising transport demand. The French State chose open-topped imperial carriages, while the Compagnie de l'Est chose closed imperial carriages. The company ordered 1000 passenger carriages, built from 1883 to 1925, which had a long service life on the East Paris local lines, the Petite Ceinture line around Paris or the small Alsace lines. After 1938, the SNCF continued to use them on the line connecting Bastille to Boissy Saint Leger until 1946. These carriages were in service for over 60 years, but were never hugely popular with passengers because of safety issues with accessing the imperial carriage and an uncomfortable height restriction of approximately 1.6 metres. They were nicknamed Bidels, the name of a well known circus at the time, because the passengers on the top deck were squashed in like lions in a cage. There were even bars on the windows! This nickname was so popular that it was given to all the closed imperial carriages. Carriage no. 20076 was built in 1900 at the Romilly workshop. It was withdrawn from service in 1946 and restored to its original state. |
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| 20120714-122244 |
| Cite du Train: Est double-decker carriage and Etat 140-344 2-8-0 |
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| 20120714-122258 |
| Cite du Train: SNCF 2D2 5516: Without doubt the "queen" of the locomotives marking the early days of national electrification, under the impetus of Hyppolite Parodi, the P.O. engineer who specialised in electric traction. Built by La Compagnie Electrique Mecanique and Fives-Lille, like the 34 other machines in the series, the 2D2 5516 would have covered a record distance in 45 years in service, with a dizzying average of 476km per day, totalling almost 200 times around the world. |
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| 20120714-124313 |
| Cite du Train: Est 141TC701 Mikado tank: An exceptional steam locomotive model is the latest arrival in the "Steam: How does it work?" permanent exhibition. It is a 141 TC 701 steam locomotive. In 1930, while engineers from the Epernay workshops of the Compagnie des Chemins de fer de l'Est were building two prototype tender locomotives, the apprentices in those workshops built a smaller, highly precise 1/5th scale model of the same locomotive. At the Cite du Train, the model springs into action every 20 minutes, allowing visitors to see the machine in operation and the pistons working under steam pressure. |
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| 20120714-124836 |
| Cite du Train: SNCF 2D2 5516: flexible final drive to wheel |
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| 20120714-124908 |
| Cite du Train: Constructions Electriques de France name plate |
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| 20120714-125307 |
| Cite du Train: Bugatti railcar: In response to the crisis in the car manufacturing industry, Ettore Bugatti succesfully entered the manufacturer competition organised by the Etat network. He proposed a prototype powered by four of the famous Royal petrol engines, which during tests reached a top speed of 196 km/h. Nine of these ROC's were produced, named "president", after the French President Albert Lebrun, who was on board for its maiden run on the Paris-Chartres line in 1933. |
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| 20120714-125554 |
| Cite du Train: information about French Railway electrification, 22 Oct 1922 |
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| 20120714-125710 |
| Cite du Train: Bugatti railcar (1934): Maximum speed: 140 khp - Withdrawn from service from 1950. This Bugatti railcar from 1933, referred as "presidential" in memory of its inaugural trip on the Paris-Chartres line with the President of the Republic, Albert Lebrun, was an alternative to the dominance of electric trains. After the Great Depression of 1929, the illustrious car manufacturer Ettore Bugatti was no longer able to sell his Bugatti Royales. Each car cost three times the price of a Rolls Royce! Bugatti then had the idea of manufacturing ultrafast railcars for celebrities and business men to use up their stocks. Each railcar was equipped with 4 Bugatti Royale engines, with independent wheels fitted to one axis. Although it does not have a gearbox, it is largely derived from car engine production. The shape of the "nose" of the unit makes it more aerodynamic and is similar to the shape of the TGV locomotive, of which in some ways it is the prefiguration. The passenger compartments are fitted with 24 seats with movable backrests to enable passengers to be forward-facing in either direction of travel. The windows provide a panoramic view. The Bugatti 24408 was withdrawn from passenger service in 1953. It was then converted to provide a special railcar experience in France and abroad. In 1970, it was restored for display at the Railway Museum before joining the Mulhouse collection in 1981 on the 100th anniversary of Ettore Bugatti's birth. This railcar held the world average speed record of 196 kph (122 mph) in 1937 on the Paris-Strasbourg line. |
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| 20120714-130006 |
| Cite du Train: PLM 161BE3 number plate: Electric DC locomotive with pantographs and side rail pickups PLM 161 BE 3 (later renumbered 1ABBA1 3603), built 1927 by SACM/CEF. Two half-locomotives, each with two bogies, but only six of eight axles have motors. Length 20.58 m, weight 129 t, six motors, speed 80 km/h. It was used on the mountain line Culoz - Chambery - Modane. |
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| 20120714-130251 |
| Cite du Train: 242AT6 4-8-4T: ignore the sign saying "tender type" - it's a tank! |
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| 20120714-130357 |
| Cite du Train: Midi Autorail type VH No.2211 (1933): information board |
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| 20120714-130629 |
| Cite du Train: 231H8 4-6-2: front view. One of a series of 289 locomotives designed by the Etat group, and modified over the years into classes 231C/D/E/F/G/H/J depending on the modifications and rebuilds. |
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| 20120714-130630 |
| Cite du Train: A PO-Midi railcar. Midi Autorail type VH No.2211 (1933) |
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| 20120714-130653 |
| Cite du Train: The number plate 4-DMD-2 of a diesel shunter, aka BB60032 |
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| 20120714-130749 |
| Cite du Train: 231H8 4-6-2: front view. One of a series of 289 locomotives designed by the Etat group, and modified over the years into classes 231C/D/E/F/G/H/J depending on the modifications and rebuilds. |
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| 20120714-131940 |
| Cite du Train: 141R1187: (John's favourite) See wikipedia article 1340 of these locos were made as post WWII lend-lease - the only SNCF locos with Boxpok wheels. |
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| 20120714-131942 |
| Cite du Train: view of 2d2-5516 between an electric carriage and the Buggatti railcar |
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| 20120714-131958 |
| Cite du Train: 141R1187: (John's favourite) front quarter view |
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| 20120714-132043 |
| Cite du Train: 141R1187: (John's favourite) Builder's plate |
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| 20120714-132320 |
| Cite du Train: BB9291, used on the Paris-Toulouse line from 1967. Was capable of 200kph and covered the 712km in 6 hours with a trailing load of 370 tonnes. |
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| 20120714-132716 |
| Cite du Train: BB-9291, used on the Paris-Toulouse line from 1967. Was capable of 200kph and covered the 712km in 6 hours with a trailing load of 370 tonnes. |
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| 20120714-132725 |
| Cite du Train: BB-9004, B0-B0 electric, broke the world speed record of 331kph on 29 Mar 1955 (331kph not exceeded in deference to the Alstom loco manufacturer of CC-7107 below). Preserved here is the body of 9003 with the mechanical system of 9004. |
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| 20120714-132757 |
| Cite du Train: BB-9004, B0-B0 electric, broke the world speed record of 331kph on 29 Mar 1955. Plaque recording the fact. |
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| 20120714-132839 |
| Cite du Train: CC-7101, C0-C0 electric, broke the world speed record of 331kph on 28 Mar 1955. Record shared with Loma-Schneider loco BB-9291 above. |
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| 20120714-132912 |
| Cite du Train: CC-7101, C0-C0 electric, broke the world speed record of 331kph on 28 Mar 1955. Plaque recording the fact. |
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| 20120714-133437 |
| Cite du Train: BB-9004, B0-B0 electric, broke the world speed record of 331kph on 29 Mar 1955. |
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| 20120714-133535 |
| Cite du Train: BB-9004, B0-B0 electric, world speed record holder. |
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| 20120714-133554 |
| Cite du Train: CC-7101, C0-C0 electric, world speed record holder. |
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| 20120714-134140 |
| Cite du Train: CC-7101, C0-C0 electric, broke the world speed record of 331kph on 28 Mar 1955. Plaque recording the fact. |
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| 20120714-134223 |
| Cite du Train: BB-9004, B0-B0 electric, world speed record holder. |
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| 20120714-134457 |
| Cite du Train: TGV front view (mock-up: no TGVs have been retired as yet) |
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| 20120714-150119 |
| Cite du Train: cutaway model of inside admission Walschaerts valve gear |
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| 20120714-151020 |
| Cite du Train: TGV front view (mock-up: no TGVs have been retired as yet) |
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| 20120714-162712 |
| Mulhouse to Riquewihr: D83: view of Husseren-les-Chateaux and Les 3 Chateaux de Haut-Eguisheim |
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| 20120714-180606 |
| Riquewihr: Rue de General de Gaulle: Maison Zimmer (winemaker) |
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| 20120714-200417 |
| Riquewihr: 14 Juillet celebrations and BBQ: Grahame, Barb, Ann, John, Diane |
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| 20120714-204236 |
| Riquewihr: La Maison du Potier d'etain Hans David Binder 1667 |
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